Fuel pump and governor



7 1929- F. H. STROUD FUEL PUMP AND GOVERNOR 1926 3 Sheets-Sheet Filed Dec. 15

gwuemtcyo Au 27, 1929. H, RO D 1,726,248

FUEL PUMP AND GOVERNOR Filed Dec. 15 1926 5 SheetsSheet 2 Aug. 27, 1929. STROUD 1,726,248

FUEL PUMP AND GOVERNOR Filed Dec. 15 1926. 5 Sheets-Sheet 5 m 57 38 7 55 J51 E l 74 so '2 7/3 J J l 46 i it 5 77 28 Z5 i if I Z gwuwntov JH.5T mu :1

a Z? mum/M4 Patented Aug. 27, 1929.

. UNITED, STATES FRANCIS K. STROUD, OF SEATTLE, WASHINGTON.

FUEL PUMP AND GOVERNOR.

Application filed December 15, 1926. Seria1 No. 155,086.

This, invention relates to internal combustion engines of the class which employ heavy oils as fuel and has special reference to the means for feeding the fuel to the explosion chamber and the means for governing the effective stroke of the pump and,

consequently, the speed of the engine. An

object of the invention is to feed the fuel to the explosion chamber in a highlyeconomical manner, and another object is to regulate the flow of the fuel'automatically according to theload upon the engine. These objects, and other objects which will hereinafter incidentally appear, are attained in such a mechanism as is illustrated in the accompanying drawings, and the invention resides in certain novel features which will be particularly pointed out in the appended claims.

In the drawings:

Figure 1 is a vertical sectionthrough the fuel-feeding mechanism;

Fig. 2 is a front elevation, with parts broken away and in section, of the pumping and governingmechanism, and x Fig. 3 is an endelevation with the governor fly wheel removed and the engine crank shaft in section.

In the drawings, the reference numeral 1 indicates a portion of the crank shaft-case and supporting frame of the engine, and 2 is the crank shaft extending through the said case and mounted in suitable bearings, indicated at 3. Upon one end of the crank J shaft is secured a governor fly wheel 4 and within the crank case a plurality of cams 5 is secured upon the crank shaft, there being one of said cams for each pump and there being a pump for each cylinder of the engine, three being indicated in the accompanying illustration. The frame or crank case is constructed jwith an upward extension or enlargement, indicated at 6, to ac commodate the cams 5 and the parts cooperating dircctly therewith, and through the back wall of this extension is mounted a shank -7 Having a threaded extremity 8, a fork 9 being formed upon the inner or front end of the said shank. This shank 7 is in the same vertical plane as one of the cams 5, and it is to be here noted that one of the said shanks 7 is provided for each pump and the description immediately following is directed particularly to one pump but is equally applicable to all, inasmuch as the pumping mechanism for the several cylinders is du lock nuts 11 which bear against the opposite sides of the frame bar 10 so that the shank will be fixed in position relative to said bar, as will be understood upon reference to Figs. 1 and 3. By loosening these nuts 11, the shank 7 may be adjusted endwise through the frame bar 10 so that the fork 9 at the inner end of the bar will be set at a greater or less distance in advance of the wall of the crank case and it may be secured in this set position by turning the nuts 11 home in an obvious manner. Pivotally mounted within the fork 9, as shown at 12, is a rocking arm 13 having a recess 14 in its front or inner end on its under side to accommodate a roller 15 which rides on the cam 5 and is adapted to transmit the impulse of the high part 16 of the cam to the arm 13 in an obvious manner. It will be understood that the roller'is carried on a pivot pin 17 fitted in the walls of the recess 14. Resting upon the upper side of the rocking arm 13 at the inner end thereof is a push rod 18 having a notch 19 in one side for a purpose.

which will'presently appear. This push rod extends through a bushing or sleeve 19 secured in the top wall 20 of the crank case and the upper extremity 21 of the push rod engages the lower end of a plunger 22 which is mounted for vertical reciprocation in a block 23 secured rigidly upon the front side of a standard or frame plate 24 which maybe cast integral with the crank case, as shown clearly in Fig. 1. The plunger 22 is provided at its lower end with an annular shoulder 25 forming a seat for the lower.

end of an expansion spring 26 which seats at its upper end, against the lower side of the pump block 23 so that the spring Wlll yieldably hold the plunger in its lowered posi-.

tion. The upper extremity 21 of the push rod 18 is reduced in .diameterand fits within 'a socket provided therefor in the lower end of the plunger, as clearly shown, the push rod being further provided with an intermediate spindle portion 27 of greater diameter than the end 21 but of less diam I eter than the main portion of the push rod, the intermediate portion 27 forming a seat for the extremity 28 of the plunger. The construction described causes any oil which may leak down the plunger to drop outside the bushing 19 instead of flowing down the spindle 27 and between the push rod and the bushing into lubricating oil in the case. The intermediate the crankcase to pollute the spindle portion 27 of the push rod passes through an opening 29 provided therefer in a hand lever 30 which is mounted upon a pivot rod or pin 31 carried bythe rear stand forms the seat for the plunger'is convex, as

. indicated at 32, so that a proper seat will be provided whatever ma ,be the position of the lever. Near the' ront portion of the crank case, a threaded step or cup 33 is provided to receive a stop screw or abutment 34'which is mounted in the forward portion.

of the .lever 30 and is locked in its set position by a lock nut 35 in an obvious manner. By properly adjusting the stop sre'w .34, the lever will be held clear of the push rod andchatterinfi noise, when the-engine is operating at igh, speed, will be avoided. The lever 30 ma be supported in inoperative position an the plunger held beyond the range of movement of the push rod by raising'the'latch 30 shown in, Fig. 3, the

pump being thus made inoperative. This may sometimes be advantageous in-adjusting the'push rod or therocking arm'13 or in renewing or repairing some of the parts. The principal purpose of this hand lever is to furnish a convenient means to reciprocate the plunger for priming the pump. The lunger 22 works closely within a'passage ormed in the pump block 23 below a passage 36 formed in the. upper part of the said block, an oil chamber 37 at the rear end of said passage 36 being thus produced above the plunger. The said oil chamber communicates through a nipple or valve cage 38 and apipe 39 with the spray nozzle in the head of the engine cylinder and the flow from the oil space 37 through the nip le 38 is controlled by a pressure check va ve 40 mounted in the nipple and normally seating to prevent flow from the oil chamber "or space 37.

Extending across the up er portion of the crank case in advance oft e push rod 18 is a fulcrum rod41, the ends of which are disposed eccentric to its intermediate portion and are journaled in bearings rovided therefor in the side walls of t e case. Mounted upon the fulcrum rod 41 to rock thereon is a walking beam 42,.therear end of which is reduced and provided with-a substantially s herical .head 43 engaged within the note 19 in the side of the push rod 18. The front end of the walking beam is provided with a longitudinal slot 44 receiving apivot stud 45 on the lower end of a front pushrod 46 which extends upwardly tion of the push rod and the walking beam. The upper end of the push rod 46 bears against thelower end of a lifter or valve rod 48 which is preferably constructed in 'two sections axially adjustable relative to.

each other by a coupling sleeve 49 so that the proper clearance or stroke of the inlet suction valve 50 may be attained. The valve rod or lifter 48 is connected with the push rod 46 through a coupling 51 whereby the movement of the lifter will follow the movement of the push rod but .the parts may automatically. aline before the coupling nut is tightened. The lifter 48 passes through a packing box or gland 52 into the lower end of an oil chamber 53 which is formed in the front member 54 0f the pump block 23, the said front member 54 being connected with the main portion of the block through a transverse web 55, and the oil passages 36 being formed through the said web, as shown in Fig. 1. The oil chamber 53 hasa port 56 which opens through the frontwall of the member 54 of the pump block, and the oil is supplied to this port through a manifold 57 secured upon the front side of the block and communicating with a main source of supply. .In the upper portionof the oil chamber 53 is a bushing 58'forminga seat for the valve 50, the stem of the valve passing downwardly through the bushing so as .to rest on the'upp'er end of the lif-ter48 and theupper end of the bushing being flush with or below the oil passage,36. A spring-59 disposed above the valve 50 bears thereon to hold it normally seated and the tension of this spring ma be regulated by 'a' plug 60 screwed throng the top of the pump block, as shown in Fig. 1, the plug being solid and seating in the pump block to prevent oil leakage. All these parts are so proportioned and related as to eliminate air traps or cushions.

The fulcrum rod 41 is extended at one end through the wall of the crank case and the supporting frame and upon the said end of the fulcrum rod is secured a lever or crank arm 61 which extends from the opposite sides of the fulcrum rod. To one end of this.

crankorlever ispivotally attached a link 62 which depends therefrom and is pivoted at its lower end to a-crank arm 63' extending from a rock shaft 64 which is mpunted'in the ends of a bracket 65 extending from the crank case or 'fromone of the bearings 3, as shown in Fig.2. The rock shaft 64 is provided at its ends with crank arms 66 which ass downwardly and are pivoted at their ower ends. to a band 67 seated in an annular groove in the periphery of a collar 68 which is loose upon the crank shaft 2. Pivotally mounted in any convenient manner, as indicated at 69, upon the fly wheel 4 is a weight ed vernor arm 7 O which extends inwar y from its pivot and-has its inner end forked to span the crank shaft and bear against the side of the collar 68. It will be understood that, while, for the sake of clearness in the drawings, I have shown only :one governor arm 70, in actual practice two or more are employed. The governor arms and the parts cooperating therewith and actuated thereby work against the tension of a spring 71 which is attached to the frontend of the crank or lever 61. The upper end of this spring 71 is connected with a lever 72 fulcrumed, as at 73, upon the frame plate 24 and projecting forwardly therefrom. The lever is equipped with a suitable latch, the end of whichjs shown at 73, and which 00- operates with a holding segment or locking quadrant 74 which is rigidly secured in any convenient manner upon the engine frame. Bfy setting the lever 72 at any desired point 0 the se cut 74, the'tension of the spring 71 ,may e regulated and the speed of the engine thereby controlled.

In the rotation of the crank shaft 2, the

.high parts of the cams 5 will be caused to ride under the rollers 15 and thereby lift the free ends of the respective rocking arms 13, and this action will lift the push rods '18 and oscillate the walking beams 42 so that the push rods 18 and 46 will be moved in opposite directions, the push rod 18 moving upwardly and the push rod 46 downwardly. When the high part of the cam has passed the roller 15, the spring 26 will expand and at once return the parts to the normal position. The rocking. of the walking beam effects the forcing of a fuel charge past the pressure valve- 40 and into the pipe or'conduit 39 -whence it flows to the engine cylinder and the time of such flow'or charging will be determined by the seating of the inlet valve 50 and the opening of the valve 40.. By properly adjusting the supporting structure for the rocking arm, the free end of said arm and the roller 15 may be set ata point more or less in advance of the rear wall of the crank case and the time of con-. tact between the high part of the respective cam 5 and the roller 15 will, consequently, be varied. When the high part of the cam clears the roller 15, the push rod 18 and the plunger 22 descend and the push rod 46 and lifter 48 ascend, the arts being held in this position until the big art of the cam again engages the roller. Vhen the lifter 48 is descending, the plun er 22 is forcing surplus 011 back .past the va ve 50 through the port 56 to the main supply until the valve 50 closes and when the lifter 48. moves upwardly the plunger 22 moves downwardly so that oil will flow into the oil space 37 above the plunger. .Upon the next stroke of the plunger 22, the valve 40 will open and the valve 50 will close so that fuel will then be forced through the nozzle 38 and into the, pipe 39. It will be noted that the valve 50 is not opened against pressure butis drawn up because of the partial vacuum formed by the downward movement of the plunger 22' cooperating with the upward movement of the lifter 48. The valve 50'is returnedto its 'seat by the spring 59 and the pressure of the oil'in the passage 36 and the chamber 37. It is, therefore, clear that a great, velocity is imparted to the oil without imposing a heavy strain upon the moving parts .of the pump. The time of ignition of the fuel in the cylinder is governed by the adjustment of the arm 13 and the roller 15 so as to vary the time of engagement with the roller by the high part of the respective cam and this makes-very close governing possible.

As the speed of the engine increases the speed of the fly wheel 4 will, of course, in-

crease and if it reaches a speed greater than is desirable the centrifugal force acting upon the governor arm will cause the same to shiftthe governor collar 68 along thev crank shaft, thereby rocking the, rock shaft 64 through the connection of the same with the band 67 and the cranks 66. The movement of the rock shaft 64 will be transmitted through the crank arm 63 to the link 62 becomes abnormally slow a larger charge will be pumped to the en 'ne. An increase of tension of the spring 1 will, of course, apply more resistance to the action of the governor arms and the supply of fuel will not be cut down until greater speed is attained so that the engine can be very readily set to run at any desired predetermined speed according to any given set of circumstances.

Having thus described the invention, I claim:'

1 In an internal combustion engine, the combination of a pair of chambers, a plunger and a valve lifter working in the respective chambers, means for controlling the flow to and from the chambers,'the plunger having and the lever 61 so that the fulcrum rod 41 ously in opposite directions, a rocking arm bearing against the outer end of the plunger,

a constantly rotating cam arranged to-actu-v ate said rocking arm intermittently, and means for ad ust1ng the rocking arm across theaxis of the plunger whereby to advance or retard the stroke of the plunger.

2. In an internal combustion engine, the combination of a pair of chambers, a plunger and a valve'lifter working in the respective chambers,means for controlling the flow to and from the chambers, mea ns for actuating the plunger and the lifter including a walking beam having its opposite ends opera-' tively connected with the lifter and the plunger, a shiftable fulcrum engaged with the walking beam between the ends thereof, a lever secured to one end of said fulcrum and extending in diametrically opposite directions therefrom, a bell crank connected with the said lever, yieldable means" acting on the lever in opposition to the bell crank,

and a centrifugal governor cooperating with said bell crank to shift the fulcrum as the speed of the engine may vary.

3. In an internal combustion engine, the combination of a pair of chambers, valves controlling flow into and out of said-chambers, a plunger and a valve lifter working in respective chambers, means for actuating the lifter and the plunger, a walking beam having its opposite endsoperatively connected with the lifter andthe plunger, a shiftable fulcrum for said walking beam, a lever secured to one end of said fulcrum and extending in opposite directions therefrom, a bell crank connected with one end of said lever, a spring connected with the opposite end of said lever and acting in opposition to the bell crank, means for varying the tension of said spring, and centrifugally operated means for actuating the bell crank as the speed of the engine may vary.

4. In an internal combustion engine, the combination of a pair of chambers, valves controlling flow into and out of said cham-.

bers, a plunger and a valve lifter Working in the respective chambers, means for actuating the lifter and the plunger, a walking beam operatively connected with the lifter and the plunger, a shiftable fulcrum for the walking beam, a lever secured to one end of the fulcrum and extending in opposite directions therefrom, a spring attached to one end of the said lever, a setting lever connected to the other end of said spring, means for securingthe setting lever in a set position, a bell crank connected with the opposite end of the lever on the fulcrum, and centrifugally acting means for rocking the vary.

5-. In an internal combustion engine, the

combination of a pair of chambers, a'plnnger and a valve lifter working in the respective chambers, means for actuating the lifter and the plunger, a walking beam having itsopposite ends .operatively connected with the lifter and the plunger, a shiftable fulcrum for the walking beam, a lever secured upon one end of said fulcrum and extending in opposite directions therefrom, a link depending from one end of said lever, a rock shaft having a laterally extending crank connected to said link, a slidable collar disposed below the rock shaft, de ending cranks connecting the rock shaft wit said collar, centrifugally acting arm's bearing upon said collar whereby to actuate the same as the speed of the engine may vary, and yieldable means connected to the lever on the fulcrum and acting in opposition to the centrifugal means. 6. In an internal combustion engine, the combination ofa pair of, chambers valves controlling flowinto and out of sai chambers, a plunger and a valve lifter working in the respective chambers, means for actuating the plunger and valve lifter simultaneously in opposite directions, a priming lever fulcrumed at one side of one of the plunger and extending across the same to provide a support therefor, an adjustable stop carried by 'said lever, and yieldable means acting upon said plunger to hold it to the priming lever. 7 In an internal combustion engine, the combination of a pair of chambers, valves controlling flow into and out of said chambers, a plunger and a valve lifter working in the respective chambers, means foractu- 'ating the plunger and the lifter simultaneously in opposite directions, a priming lever fulcrumedat one side of the plunger and extending across the same to provide a support therefor, and yieldable means acting I upon the plunger to hold it to the priming lever.

8. In an internal combustion combination of a pair of chambers, valves controlling flow into and out of said chambers, a plunger and a valve lifter working engine, the

in the respective chambers, means for actuating the plunger and the lifter simultaneously in o posite directions, a priming lever fulcrume at one side of the plunger and extending across the same to provide a support therefor, yieldable means acting upon the plunger to hold it to the'priming lever, and a latch pivotally mounted below the priming lever and adapted to engage the underside thereof to support the same in a raised position andthere y prevent operation of the plunger.' g

In testimony whereof I aflix my signature.

FRANCIS H. STROUD. [n 8;] 

